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MY FS FLIGHTS
Flight Score
Maintain the centreline
A small uncorrected heading error at 40 knots becomes a metre of offset per second by 100 knots, noticed only at rotation, producing a crabbed liftoff. Root cause is nearly always eyes on the tape instead of the far end of the runway. Small heading changes displace a distant point visibly long before the nearby centreline stripes look wrong.
Read more in Improve Your Take-OffsStart to finish · 17 stages, 15 scored
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The threshold, the flare and the hold-off. The approach that led to it is the stabilisation gates below.
One stabilised approach gate for a circuit: five checks where the approach path is 500 ft above the runway. The 1,000 ft gate is an instrument-approach check and does not apply.
The approach, gate by gate
Side view — the last 3,343 ft of the approach.
Plan view — the full 3,343 ft runway, to the same scale as the side view.
The 1,156 ft touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
The flight began with a departure roll from runway 36 at KCGX Chicago Meigs Airport, where the aircraft, a PA34T Seneca V, accelerated down the 3,343-foot runway and lifted off at a speed of 75 kt. The takeoff distance was 800 feet, which is 24% of the runway length. The local weather conditions at the time of departure were characterized by a temperature of 76 °F and a wind speed of 13 kt from a direction of 71 °.
As the aircraft entered the left-hand pattern, it made a smooth turn from the runway, covering a distance of less than 1 nm in 26 seconds. The subsequent crosswind turn was completed in 15 seconds, with the aircraft maintaining a steady heading. The downwind turn was a 45-degree angle to the runway, with a distance of 1 nm. The downwind leg itself was 2 nm long and took 42 seconds to complete.
The base leg turn was another 45-degree angle to the runway, with a distance of 2 nm. The base leg itself was less than 1 nm long and took 21 seconds to complete. The final turn was a short distance of less than 1 nm, completed in 17 seconds. The aircraft then began its final approach to runway 36, flying at a heading of 358.0 ° and an altitude of 200 ft above ground level.
The landing on runway 36 was smooth, with a touchdown speed of 70 kt and a touchdown rate of -109 fpm. However, the runway touchdown position was slightly misaligned from the centreline, by 37 ft. The total landing distance was 2,317 ft, which is 69% of the runway length. The runway rollout alignment was also slightly misaligned, by 42 ft from the centreline.
After landing, the aircraft taxied to the parking area, covering a distance of less than 1 nm in less than 1 minute. The total flight distance was 6 nm, and the flight used -1 lb of fuel. Overall, the flight was completed successfully, with the aircraft performing well in the local weather conditions.
The PA34T Seneca V aircraft successfully landed at KCGX Chicago Meigs Airport, achieving a score of 92.0%. The final approach to runway 36 was conducted from the south, with the aircraft heading 358.0° at 0 nm and 200 ft above ground level (agl). The pilot demonstrated good control and precision during the approach, resulting in a smooth touchdown.
The landing was executed at a threshold speed of 90 kt, which is within the acceptable range. The touchdown distance of 1,150 ft was also within the expected parameters, indicating that the pilot had sufficient control over the aircraft's descent. The touchdown speed of 70 kt was also good, and the touchdown rate of -109 fpm was smooth, suggesting that the pilot had effectively managed the aircraft's energy during the landing.
However, there were some minor issues with the landing. The runway touchdown position was misaligned by 37 ft from the centreline, which may have been due to a slight deviation in the pilot's control inputs. Additionally, the runway rollout alignment was slightly misaligned by 42 ft from the centreline, which may have been caused by the pilot's difficulty in maintaining a straight course during the rollout.
The local weather conditions at the time of the landing were favorable, with a temperature of 76 °F and a wind speed of 13 kt at 71°. The crosswind component was 13 kt, while the headwind component was 4 kt. These conditions may have presented some challenges for the pilot, but they did not appear to have significantly impacted the landing.
Overall, the pilot's performance during the landing was good, and the aircraft was brought to a safe stop within a reasonable distance. However, there is room for improvement in terms of maintaining a straight course during the rollout and ensuring that the aircraft touches down on the centreline.
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